Chain of custody

ABSTRACT

A method of controlling a train for a crew change and includes collecting information on the train including weight and length of the train, special weight distribution, number and location of cars with cut-out or inoperative brakes, status of dynamic brakes on all locomotives, if brake test is required, and prior train brake problems. The information is stored as a report and displayed at a crew change. The train is disabled until the crew has accepted the report.

BACKGROUND AND SUMMARY OF THE INVENTION

[0001] The present invention relates generally to control of locomotivesand trains and more specifically to the transfer and control of trainsat a crew change.

[0002] The Federal Railroad Administration of the United StatesDepartment of Transportation has modified their regulations with respectto dynamic brake requirements and the communication of train handlinginformation for non-passenger trains. The modification of 48 CFR 232.109entitled Dynamic Brake Requirements and 232.11 entitled Train HandlingInformation having an effective date of Apr. 1, 2001.

[0003] With respect to the dynamic brake requirements of Section232.109, all new locomotives are to be equipped with dynamic brakes andhave the ability to test the electrical integrity of the dynamic brakesat rest. It should also display the availability of total dynamic brakeretarding force at various speed increments or the train decelerationrate in the cab of the controlling (lead) locomotive. It also includes a“mile-per-hour-overspeed-stop” rule. A train shall be brought to a stopif it exceeds the authorized speed by five miles per hour whendescending a grade of one percent or greater.

[0004] The train handling information that must be provided underSection 232.111 to a train crew upon taking responsibility of the trainincludes:

[0005] 1. A total weight and length of the train;

[0006] 2. Any special weight distribution that would require specialtrain handling procedures;

[0007] 3. The number and location of cars with cut-out or otherwiseinoperative brakes and location where they will be repaired;

[0008] 4. If the Class I or Class IA brake test is required prior to thenext crew change point and the location at which the test should beperformed; and

[0009] 5. Any train brake problems encountered by the previous crew ofthe train.

[0010] The means or method of providing the information is notspecified; however, a written or electronic record of the informationshall be maintained in the cab of the controlling locomotive.

[0011] The present invention is a method of controlling a train for acrew change and includes collecting information on the train includingweight and length of the train, special weight distribution, number andlocation of cars with cut-out or inoperative brakes, status of dynamicbrakes on all locomotives, if brake test is required, and prior trainbrake problems. The information is stored as a report and displayed at acrew change. The train is disabled until the crew has accepted thereport.

[0012] The information is collected during a previous run, and thereport is prepared and stored at the conclusion of the previous run. Thereport includes one or more the conditions of dynamic brake efficiency,inoperative dynamic brake systems, train consist, air brake efficiency,number of reported inoperative air brake systems, propulsion systemefficiency, pre-departure analysis of run and results of pre-departuretest.

[0013] The method includes requesting release of the train by a previouscrew and disabling the train upon crew release. The identification ofthe accepting and the prior crew can be stored with the report. Theidentification may include the qualification level of the crew. Thequalification level is compared to a required level to operate thetrain, and the train is enabled if the qualification level meets therequired level. The acceptance and identification is an electronicsignature.

[0014] The method includes determining the location of the train anddetermining and displaying the location of the nearest repair facilityalong a present run. Also, the location of the next crew change alongthe present run may be determined and displayed.

[0015] The information includes time and date of an indication that adynamic brake had failed or that a car brake is cutout or inoperative;and including determining if an unacceptable amount of time has passedsince the indication, and displaying the determination once made. Thedetermination may be displayed as part of the report. The display mayinclude a representation of the train with indicia of brake status ofthe locomotive and cars. Also, the method may include determining if anunacceptable operating condition for the train exists, as defined bypreset standards, and displaying the determination as part of thereport. The determination may be displayed once it is determined.

[0016] The method may included analyzing the collected information witha topology of a run, determining if the train is safe for operation overthe run and displaying the determination. The determination may bedisplayed as part of the report. The collecting of information,analyzing, determining and displaying is performed periodically duringthe run. The analyzing includes determining margins for operatingparameters and displaying the margins.

[0017] The method may include determining the location of the train withrespect to topology of a run, analyzing the collected information withthe topology of the run, determining if the train will exceed the presetspeed limits ahead in the run based on the present information anddisplaying the determination. The method may also include determining ifthe train will exceed the preset speed limits ahead in the run based onthe present information no matter how much braking occurs and displayingthe determination.

[0018] These and other aspects of the present invention will becomeapparent from the following detailed description of the invention, whenconsidered in conjunction with accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0019]FIG. 1 is a flow chart of a method for establishing a chain ofcustody at crew change according to the principles of the presentinvention.

[0020]FIG. 2 is a flow chart of a method of determining speed limitviolations according to the principles of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] A LEADER System, available from New York Air Brake of Watertown,N.Y. and as described in U.S. Pat. No. 6,144,901, incorporated herein byreference, communicates from the controlling locomotive to the trailingand remote locomotives to monitor and report the condition of alllocomotives in the train and provide appropriate commands, asillustrated in FIG. 2 thereof. The display of FIG. 5 thereof shows thelocation of the cars and locomotives throughout the train, the in-trainforces as generated by the propulsion, dynamic brake, air brake andgeography of the occupied territory, and consist length. In the driverassist mode, the LEADER System provides information such as the optimumlocomotive dynamic brake and throttle settings as well as the automaticair brake settings to meet a railroad defined criteria. See the top ofColumn 8. The LEADER System also measures propulsion and dynamic brakeefforts as well as pneumatic brake settings at each locomotive. It hasthe ability to communicate this information to and from each of thelocomotives in the train and create a display that allows the operator acomplete view to train dynamics. Locomotive propulsion and dynamic brakeforces are shown for individual locomotives in the train and ascomposite values for the entire train. The values are shown numericallyand graphically and are continually updated in real-time.

[0022] The present invention makes use of the LEADER System orequivalent systems and its capabilities to collect information on thestatus of the cars and the locomotives and makes use of the LEADERSystem to store the information required by 48 CFR 232.111 or similarregulations. The LEADER System determines the efficiency of the dynamicbrake and records the value as the train is moved across the territory.Thus, the LEADER System can provide a history of dynamic brake use aswell as consist information including location, weight, and length ofthe cars, the weight and length of the train and the number and locationof the cut-out or otherwise inoperative brakes, either dynamic onboard alocomotive(s) or air brake onboard a car(s).

[0023]FIG. 1 shows a flow chart of the method of the present inventionto ensure the cognizant passing of responsibility of one train crew tothe next including the passing of all pertinent information about thetrain. In this “chain of custody” method, the release and acceptance ofthe train by successive crews can be done electronically on board theLEADER Display. The electronic signatures of the crews will be recordedas part of the logfile set and can be transmitted off-board to a basestation network and reported (as desired by the railroad) as all otherLEADER events. The individuals in the electronic exchange would requireproper levels of clearance to take control of the train. By acceptingthe train, the new crew would be acknowledging the condition of thetrain summarized in a “State of the Train” with respect to:

[0024] Dynamic Brake Efficiency (Performance)

[0025] Inoperative Dynamic Brake Systems

[0026] Train Consist (Length and Weight of the Train)

[0027] Air Brake Efficiency (performance)

[0028] Number of reported inoperative Air Brake Systems in the train

[0029] Propulsion System Efficiency (Performance)

[0030] Pre-departure analysis of run (operating margins)

[0031] Results of required pre-departure tests (both past and present)

[0032] Referring to FIG. 1, as the train progresses along its previousrun, the on-board system illustrated as a LEADER System performs itsnormal operation at 10. This includes collecting information about thetrain, its status and its operation. Next, there is a determination at12 on whether the trip is completed. If not, the system cycles back tothe normal LEADER operation at 10. If the trip is completed, then aState of the Train Report is assembled at 14. Once the report has beenassembled at 14, it is displayed at 18, and a request for releasing thetrain is performed at 16. A determination is made at 20 on whether thetrain has been released by the previous crew. If not, it cycles back tofurther request release of the train at 16. If the crew released thetrain, it then progresses to lock down or disable the train at 22. Oncethe train has been locked down, there is a request for acceptance of thetrain at 24 for the new crew. This includes displaying the State of theTrain Report at 26. A determination is made at 28 of whether the requesthas been authorized. If not, the request at 24 and the display of thereport at 26 are repeated. If the request has been authorized, the trainis unlocked at 29. The system then begins back at 10 with a normaloperation of the train and the LEADER System to collect new data.

[0033] Because the LEADER System stores the track in a database anddetermines location of the train on the track in real-time, it can beupdated to include the information on where repair locations are alongthe route. Thus, the present invention would notify the engineer of thelocation of the nearest repair point, whether it is for inoperativebrakes or for the Class I or Class IA brake test. It also provides anindication of crew change points.

[0034] The present invention would not only display and record theinformation but would also record an acceptance by the crew that theyhave read and accepted the train and the condition it is in. Also, therailroads have the ability to set limits on what is an acceptableoperating condition for the train at each specific crew change point anddisplay whether the acceptable limits have been exceeded. Afteracceptance, the LEADER System is programmed to continue to display thisinformation such that if unacceptable conditions or changes haveoccurred, the operator engineer is immediately notified. If the systemdetermines the train does not meet railroad defined criteria or the newcrew refuses to accept the train as is, the LEADER System caneffectively keep the train locked down and notify the proper personnelas to the cause of the lock down.

[0035] The present system can also indicate when the dynamic brakes wereindicated to have failed or when the car brakes are reported to becutout or inoperative. A report can then be run to determine whether theacceptable time for having a repair completed has occurred. This couldalso be displayed upon crew changes and acknowledged.

[0036] The present system is able to retain and display a copy of themost recent regulations with various levels of detail to step theoperator through required tests. It will also record the execution ofthe tests and record the results in the logfiles to produce anelectronic record of the event. It will update the onboard database toreflect the most recent changes in regulations much like a softwarerelease as described in U.S. patent application Ser. No. 09/404,826filed Sep. 24, 1999.

[0037] The LEADER Screen can be used to electronically tag thelocomotive to display malfunctioning or inoperative systems includingdynamic and air brake. The LEADER Display will flash/beep a warning tothe crew that a malfunction has been detected. The malfunction will berecorded in the logfile set and will remain enforce until amechanic/electrician with the proper credentials (as determined byhis/her ID code) determines the systems to be operational. All postingsand clearings of warnings will be recorded in the logfile set with arecord of who was responsible for the train at the time of the event.

[0038] The present system can, at the point of departure and with aknowledge of the current operational state of the propulsion, dynamicbrake and air brake system, perform look-ahead simulations to determineif the train is safe to move per railroad criteria and report onoperating margins. The simulations take into account all LEADER dynamicconsiderations especially geography or topology of the run and determineoperational margins. Operating margins are estimates of headroom thatdescribe how well the train can be controlled throughout the plannedmovement, run or trip. These could include how well the train isexpected to behave with respect to such operating parameters as stallspeed, how close does the train comes to using full brake effort toavoid over-speed, time to destination, fuel usage, and maximum forces ascompared to defined limits. All estimates are done using the immediatehistorical performance of the train. The same report will be continuallyupdated throughout the trip based on the most recent operatingconditions, and the operator will be alerted if any problems arepredicted. A pre-departure analysis puts the starting point of thisanalysis at the crew change point and the operating conditions as themost recent historical data. A running analysis puts the starting pointat the current train location while in transit and the operatingconditions as the most recent active values.

[0039] This process is illustrated specifically in FIG. 2. Theinformation with respect to the consist at 30, the track databaseincluding track profile and topologies at 32 and the railroad criteriaat 34 are provided to the LEADER Look-Ahead Analysis algorithm 40. Also,the current operating conditions at 36 and the current position at 38are provided to the LEADER Look-Ahead Analysis 40. The results of theanalysis and comparisons are determined. This includes a violation inmargins. Next, at 42, it is determined whether any of the operationalmargins are violated. If they are, an alert and report are generated at44 and displayed. Also, the position and operational conditions areupdated at 46 by the Look-Ahead Analysis algorithm 40.

[0040] With respect to a “mile-per-hour-over-speed-stop” rule, theenforcement must be done automatically when 5 mph over the posted speedlimit is achieved. To do this properly, the system needs to know whatthe current speed limit is for the occupied territory and the grade.LEADER, of course, has this capability by comparing set databases ofspeed restrictions to current location via GPS and other positioningsystems. To take this one step further, LEADER can look-ahead, viasimulation, and determine that, under current operating conditions, thetrain is either in no danger for a distance ahead or can begin to warnthe crew of pending problems and eventually stop the train if pendingdanger is detected.

[0041] Given the train characteristics including air brake efficiency,train consist (weight and length) and the geography or topology of therun, LEADER can determine the predicted air brake performance incontrolling the train's movement. It can also alert the operator if thecurrent situation is deteriorating toward loss of control.

[0042] Although the present invention has been described and illustratedin detail, it is to be clearly understood that this is done by way ofillustration and example only and is not to be taken by way oflimitation. The scope of the present invention are to be limited only bythe terms of the appended claims.

What is claimed:
 1. A method of controlling a train for a crew changecomprising: collecting information on the train including weight andlength of the train, special weight distribution, number and location ofcars with cut-out or inoperative brakes, status of dynamic brakes on alllocomotives, if brake test is required, and prior train brake problems;storing the information as a report; displaying the report at a crewchange; and disabling the train until the crew has accepted the report.2. The method according to claim 1, wherein the information is collectedduring a previous run, and the report is prepared and stored at theconclusion of the previous run.
 3. The method according to claim 1,including requesting release of the train by a previous crew anddisabling the train upon crew release.
 4. The method according to claim1, wherein the report includes one or more the conditions of dynamicbrake efficiency, inoperative dynamic brake systems, train consist, airbrake efficiency, number of reported inoperative air brake systems,propulsion system efficiency, pre-departure analysis of run and resultsof pre-departure test.
 5. The method according to claim 1, includingstoring the identification of the accepting crew with the report.
 6. Themethod according to claim 5, including storing the identification of theprior crew with the report.
 7. The method according to claim 5, whereinthe identification includes the qualification level of the crew; andincluding comparing the qualification level to a required level tooperate the train, and enabling the train if the qualification levelmeets the required level.
 8. The method according to claim 5, whereinthe acceptance and identification is an electronic signature.
 9. Themethod according to claim 1, including determining the location of thetrain and determining and displaying the location of the nearest repairfacility along a present run.
 10. The method according to claim 9,including determining and displaying the location of the next crewchange along the present run.
 11. The method according to claim 1,wherein the information includes time and date of an indication that adynamic brake had failed or that a car brake is cutout or inoperative;and including determining if an unacceptable amount of time has passedsince the indication, and displaying the determination once made. 12.The method according to claim 11, including displaying the determinationas part of the report.
 13. The method according to claim 1, includingdetermining if an unacceptable operating condition for the train exists,as defined by preset standards, and displaying the determination as partof the report.
 14. The method according to claim 13, includingdisplaying the determination once it is determined.
 15. The methodaccording to claim 1, including analyzing the collected information witha topology of a run, determining if the train is safe for operation overthe run and displaying the determination.
 16. The method according toclaim 15, including displaying the determination as part of the report.17. The method according to claim 15, wherein the collectinginformation, analyzing, determining and displaying is performedperiodically during the run.
 18. The method according to claim 15,wherein the analyzing includes determining margins for operatingparameters and displaying the margins.
 19. The method according to claim1, wherein the display includes a representation of the train withindicia of brake status of the locomotive and cars.
 20. The methodaccording to claim 1, determining the location of the train with respectto topology of a run, analyzing the collected information with thetopology of the run, determining if the train will exceed the presetspeed limits ahead in the run based on the present information anddisplaying the determination.
 21. The method according to claim 20,including determining if the train will exceed the preset speed limitsahead in the run based on the present information no matter how muchbraking occurs and displaying the determination.
 22. The methodaccording to claim 1, downloading the reports from the train.